Signaling and direction-indicating apparatus for automobiles



` 1,625,565 April 19' 1927 A. RosENBERG ET AL SIGNALING AND DIRECTIONINDCATNG APPARATUS FOR AAUTOMOBILES Filed Feb.1o.1922. 5 Sheets-Sheet 1April 19 1927.

Filed Feb. 10, 1922 A. Rosi-:NBERG ET Al.

SIGNALING AND DIRECTION INDICATING APPARATUS FOR AUTOMOBILES ssheets-sheet 2 ay/l/ m' t mun/J7 T472 OZZl/nger BY /1 TTORNEYS 1,625,565.APrll 19 1927 A. RosENBERG ET-AL SIGNALING AND DIRECTION INDICATNGAPPARATUS FOR `AU'IOMOBILFS Filed Feb.1o, .1922 s sheetsheet s WIM/8858/NVENTogs A TTOH/VEYS lll Patented Apr. 19, 1927.

UNITED STATES PATENT OFFICE.

ABRAHAM ROSENBEBG AND WILLIAM OLLINGEB, F NEW YORK, N. Y., ASSIGNORS T0F. THOMAS IOOBE, 0F WASHINGTON, DISTRICT OF COLUMBIA.

SIGNALING AND DIRECTION-INDICATING APPARATUS FOR AUTOMOBILES.

Application led February 10, 1922. Serial No. 585,551.

This invention relates to apparatus to be applied to automobiles for thepurpose of signaling and indicating the direction of movement of theautomobile.

An object of the invention resides in the provision of means whereby themovement of the steerin apparatus, combined with the action of the`selectively actuated to indicate the impending change in the directionof the car, either by means of an audible signal or by means ot' avisual signal.

Another object resides in the provision of means whereby whenever thebrake impressed an audible signal is given, regardless of the positionof the steering apparatus.

A further object resides in the provision of means whereby whenever abrake is actuated a definite succession of signals is given, not onlyindicating the imminence of a change in direction but alsof indicatingthe character of the'change.

A further object of the invention is to provide, in a manner ashereinafter set forth, a signaling and direction indicating apparatusfor motor vehicles wherebyr itnecessitates the application of the.-bralie, to give a turn signal, which tends to discourage recklessturning of corners. v

A still further object residesl in` the provision of means whereby thesignaling .apparatus associated with the `steering mechanism isconnected to a part of the steering mechanism in such away that aminimum amount of variation and adjustment in the operation. of theapparatus results.

Another object resides in the provision of apparatus which can beapplied to any type of car with the necessity for only a minimum amountof alteration in the structure and arrangement of the parts of the car.

A further object resides in the particular construction and arrangementof arts which are hereinafter described and'c aimed and shown in theaccompanying drawings.

The invention is illustrated in the drawings, of whichp Figure 1 is aplan view of an automobile chassis showing the signaling apparatusattached thereto.

Fig. 2 isa sectional view of a circuit switch operated by the footbrake.

3 is a partial plan view of a circuit operated by the steeringapparatus,

rake, will cause a signal to be Fig. 4 is a section taken on the line 44 of Fig. 3.

Fig. 5 is a partial plan view of a modified form of apparatus.

Fig. 6 is aplan view of a still further modified form of switch operatedby the steering apparatus.

Fig. 7 is a horizontal section of the switch shown in Fig. 6. a

Fig. 8 is a vertical section taken on the line8-8 of Fig. 7.

Fig. 9 is a horizontal section taken through .the switch operateddirectly from the steering post.v

Fig. 10 is a partial elevation of the connection between a circuitswitch and the pit--` man arm of the steering apparatus.

Fig. 11 is a partial sectional view showing a single switch operated 4bya hand brake.

Fig. 12 is a simllar view of a circuit switch operated by the footbrake.

The form of the invention shown in the drawings is a preferred form,although it is understood that modifications in the construction andarrangement of the parts and in the character of the materials used maybe adopted Without departing from the spiritof the invention.

One form of application of our invention is illustrated in Fig. 1. Thisapplication applies to an automobile having a chassis frame 1, asteering wheel 2, steering post 3,

a pitman arm '4, thrust bar 5, and steering quadrant arms 6. It isalsoprovided with a brake pedal 7, a horn 8, and a battery 9. In thefront of the automobile at the sides thereof, and connected to the framein any suitable manner, are signal lights 10 and 11. At the rear of theautomobile are disposed a pair of similar lights 12 and 13. The lights10 and 12 are disposed on one side and the lights 11 and 13, on theother at the front and rear. These lightsfare grounded, and the lights10 and 12 are connected by a Wire 14, Whereas the lights 11 and 13 areconnected by a wire 15. Mounted on the machine at an suitable point, butpreferably the front a e 16, is a switch'member 17, shown in detail inFigs. 3 and 4. This switch member comprises a pivotedswitch arm 18having of the switch, as shown in full lines in the figure, engages withtwo terminalplates 22 and 23. The under face of the contact plate 21 ispreferably pointed or tapered to engage with tapered recesses 24 and 25in the terminal plates 22 and 23, respectively. The plate 22 isconnected by a wire 26 to the wire 14. The plate 23 is connected by awire 27 to the wire 15. The switch arm 18 is connected by a wire 28 tothe horn 8 and to a terminal 29 mounted on a casing 30. This casingcontains a movable switch member 31 moved in one direction by the brakepedal 7. The movement of the switch member 31 in the other direction iscontrolled by a spring 31a. The casing also-contains a. terminal 32disposed adjacent the terminal 29, the terminal 32 being connected by awire 33 to, the battery 9. The battery, of course, is grounded.

The switch member 31 is provided on its end with a contact plate 34adapted in one position thereof to bridge the terminals 29 and 32whereby a circuit is established between the wires 28 and 33. Thiscontact is made when the brake pedal is moved tov any definite position,such as that shown in dotted lines in Fig. 2. This movable switch member31 is provided with a rod 35 loosely ,connected to a connection or cable36 one end of which is connected to the brake pedal 7 and the other endof which may be fastened to any suitable fixed point 37 on some part ofthe machine, such as the dashor instrument-board 38. In the cable 36between the rod 35 andthe pedal 7 is disposed an obstruction, such as aknot 39, so that 37 in the manner shown, the rod 35 is de-l signed tohave been pulled back far enough so that it will not make contactbetween the terminals 29 and 32 although the brake pedal may bedepressed.

In the form of the invention, therefore, shown in Figs. 1, 2, 3 and 4, acurrent from the battery is contributed to the horn and -to the lightswhenever the brake pedal is depressed. If the steering mechanism is inthe position for straight ahead movement of the car, then the switch arm18 is in its middle position and current is supplied to all the lights,so that all the lights are lit, indicating that the pedal has beendepressed and that the calr speed is being checked al though the car ismoving straight ahead. Now, if the steering mechanism is operated toturn the car in one direction or the other, the switch lever 18 willbecome disengaged from one or the other of the plates 22 and 23 so thatthe lights on one side of the car will go out but the lights on theother side of the car will remain lit. In accordance with thearrangement of the parts, if the car is turned to the left the switchlever 18 will contact with the plate 22 only, thus maintaining theillumination of the lights on the left side of the car, which willindicate that the car is turning or about to turn in that direction. Itwill also be noted that whenever the brake edal 7 is depressedv adefinite distance, the orn will give an audible signal of any pendingchan 'e in the motion of the car. Neither the hts nor the horn areactuated, however, i only a very llght pressure is applied to the brake.This brake, of course, may be either the foot brake, as shown, or anyother brake, whether operated by foot or by hand.

In Figs. 6, 7 and 8 we illustrate a modifled form of switch which may relace the switch element 17 previously escribed. This comprises arotatable switch arm 4() dlsposed to contact with two plates 41 and 421n the normal middle'position of the arm. This arm is connected to apost 43 to which two chains 44 and 45 are connected in opposingrelations. The other ends of these chains or connections 44 and 45 areengaged,

as shown in Fig. 6, with opposite ends ofV the steering arm or rod 6which forms one of the elements of the steering apparatus. Resilientmeans such as 46 may be disposed in the length of each of theseconnections 44 and 45 to maintain a certain tension therein. This switchmay .be mounted on a plate 47 connected by bolts 48 to a plate 49` onthe underside of the axle 16. The terminal plate 41 is connected withthe wire 26; and the plate 42, with the wire 27, the switch lever orplate 40 being connected to the wire 28. The operation of this switch issimilar to the operation of the switch 17 previously described. Theconnection ofthe switch through t'he links 44 and 45 is, however, moreflexible and not as rigid as the connection previously described, sothat it will effectively operate although the parts to which it isconnected may be subjected to a certain amount of vibration.

In Fig. 9 we show a switch arm 50 connected to the bottom of thesteering post 3 and adapted to contact with plates 51 and 52 which areconnected to the electrical circuit in a manner similar to thatdescribed with respect to the previous pairs of plates, so that theswitch arm is actuated directly by the movement of the Steering post .3.

In F ig. 10 we show a switch similar to the switch shown in Fig. 7,connected by a link or cable 53 directly to the pitman arm 54. Thepitman arm will move the switch arm 40 in one direction, indicated bythe arrow in Fig. 10, and a spring 55 will move the switch arm in theother direction when the connection or link 53 is not pulling the arm.This modification provides a direct connection between the switch andthe pitman arm so that the switch will be operated directly bya memberthe action of which is gradually 1n conformation with the ,movement ofthe steering wheel and which varies y to a minimum degree from theaction of said wheel, so that the switch arm is at all times accuratelyin conformance to the degree of steering of the car.

In Fig. we show a direct connection 56 between the pitman arm 54 andaswitch 57 mounted on the frame. IVe also show a connection 58 betweenthe steering quadrant and another 'switch 59 also mounted, preferably,on the frame. The switch 57 is connected in any desired manner betweenthe wire 28 and the wire 26, whereas the switch 59 is connected betweenthe wire 28 and the wire 27.

In Fig, 11 we show a switch of the form illustrated in Fig. adapted tobe operated by a hand-brake lever 60, which may be the emergency brakelever` This lever is connected by a chain or link 6l-to the switch arm62 to move it in one direction, whereas the spring 63 is adapted to moveit in the opposite direction. I This switch is provided with terminalplates 64 and 65, one connected by wire 66 to the horn and the other bya wire 67 to the lights, the switch arm 62 being connected by a wire 68to the battery. In the middle position of the switch arm 62,

shown in the ligure, the battery is connected t0 the horn and thelights, so that an audible as Well as a visual signal is being given.When the lever, however, contacts only with the terminal plate 64 thehorn alone is sounded, whereas when the lever contacts only with theplate the lights only are illuminated and the horn is silent. When theemergency brake lever is otf, the switch lever is in the cxtremeleft-hand position, out of contact with the plate 64. This emergencylever is constructed in the usual manner with notches so` that it can bedefinitely adjusted in an desired position. As it is gradually appliec,the switch lever comes in contact with the plate 64 and the horncommences to sound. As the brake is further applied, the switch lever 62is moved to the intermediate position shown, in which the lights andhorn are both actuated. A further movement of the brake will cause thelights alone to be lit. When the brake is fully applied, the lever is inextreme right-hand position out of contact with the terminal plate 65,so that not only is the horn silent but the lights are extingulshed.

In Fig. 12 we show a similar device operated preferably from avfoot-brake pedal 69. The connection extends from the pedal, through thelink 70, to a rod 7l. This rod '71 is provided with a head 72 and aninsulated plate 73 on the end. A spring74 tends normally to force thehead 72 forward, This head is made of conducting material and is adaptedto slide along and contact with a terminal plate 75 at one side' and toengage with contact plates 76 and 7 7 p at another point. The plate 76is adapted to be connected to the horn, and the plate 77, to the lightcircuit, whereas the plate 75 is connected to the battery; therefore, inthe position shown in the figure, the battery is connected to the lightsonly. In a position slightly further to the left, the .battery would 4beconnected to the horn as well as the lights. In a still furtherleft-hand osition, the battery would be connected only to the horn. Inthe extreme left-hand position, the horn and the lights would bedisconnected entirely from the battery; and in the extreme right-handposition, the same condition would exist. Therefore, upon a slightactuation of either of these brake mechanisms, only a braking action`takes place, 'but as the brakes are progressively applied, first thehorn, then the horn and the lig ts are actuated. Further movement causesthe actuation of the lights alone, and when the brakes are fully set,the lights are extinguished.

It will be understood, of course, that these lights, preferably, aresignal lights separate from the ordinary lights of the car, or they mayform part of the same system. It is apparent that we have' provided asimple, efficient combination of apparatus which can be applied topractically any type of automobile without materially altering theconstruction of the car, and which is very easily and accuratelyoperated merelv through the operation of the brakes and the movement oftheA steering apparatus. The various modifications shown are illustratedbecause on some types of car one form would be preferable to another.The main purpose of the invention is to indicate a visual or an audiblesignal, or both, whenever the brake is pressed to such a degree that thespeed of the car is materially checked, and that thereafter whenever thedirection of the car is` changed the visual signals will clearlyindicate the direction in which it is moved or about to move. The factthat the horn is actuated as soon as the pedal is pressed beyond acertain amount, will give a clear, sharp signal warning other drivers ofthe fact that a change is about to take place, and then the selectiveillumination of the light in response to the movement of the signalingmechanism will clearly indicate the change so that the i drivers cangovern themselves accordingly. Since the essential actions take placewhenever a car speed is altered in any way, requiring the movement of abrake or a movement of the steering wheel, or both, it will be seen thatthe operation of the signaling mechanism disclosed in this applicationis practically automatic, for whenever such a change is elected theapparatus will respond immediately and selectively signal and indicatethe change.

lWhat we claim is:

In an electric signaling s vehicle having a steering mec brakemechanism; right direction signal, a left direction signal, a switchhaving two stationary contacts, a conductor between each stationarycontact and one of the signals respectively,

stem for a amsm and a a' movable contact member in the switch includingmeans for contacting either one of the stationary contacts singly whenthe combination of amoved to either side of a neutral position,

and for contacting both stationary contacts simultaneously when inneutral position, means actuating the movable contact memlber uponmovement of the steeri mechanism and means electrically energizing themovable contact member upon actuation of the brake mechanism.

ABRAHAM 'RosENBERQ WiLLIAM OLLINGER.

